Two-way cylinder engine

ABSTRACT

An internal combustion engine wherein each cylinder has two pistons placed in the opposite direction and attached together by an arm-type connecting rod and wherein a cylinder head has a rotor blade rotating in the middle between the upper cylinder head and the lower cylinder head whereby the upper cylinder head and the lower cylinder head are perforated with an intake port and an exhaust port. The rotor blade is perforated with one port and rotates by a gear which is at the outer edge of the rotor blade. When the piston reaches the power stroke, it generates force to act on the arm-type connecting rod and when the connecting rod arm moves in a linear motion, it transmits the force towards the crankshaft or the transmission shaft which is attached by a guide rail platform.

This application is a divisional of Ser. No. 10/736,206, dated Dec. 12,2003, now U.S. Pat. No. 6,948,458.

NATURE AND PURPOSE OF THE INVENTION

An engine having 2-sided pistons in a single cylinder and moving in alinear motion to reduce the lateral friction of the pistons with a viewto providing the pistons to have less wear and tear and to move in abalanced motion by using less parts than an engine at present.

FIELD OF THE INVENTION

Engine engineering and engineering relating to engines.

BACKGROUND OF THE INVENTION

Four-stroke internal combustion engines which are in use today aresubjected to development and improvement continually but their originalpower transmission form namely the pistons transmitting power to aconnecting rod and towards a crankshaft cannot be developed. Themovement of the pistons in an engine normally generates friction on alateral side of the pistons which is the rolling radius side of a crank.The friction causes the pistons and the cylinder to undergo wear andtear and lose energy. Moreover, crankshafts which are in use today havelight weight and the friction thus causes energy loss in a uselessmanner. When a close patent is taken into account such as U.S. Pat. No.4,106,443 which relates to cylinder heads, there is great developmentnowadays. However, there are limitations in respect of the size and thenumber of valves which cause obstacles in the flow of an air-fuelmixture and exhaust gases. Previous development of cylinder heads hasdealt with the development of spherical rotary valve assemblies as shownin U.S. Pat. Nos. 4,944,261; 4,989,558. For this new engine type, acylinder head is constructed to have a rotor blade rotatably fitted inplace of a valve. Therefore, the purpose of the present invention is tothe construct an assembly with a reduced number of parts and to providesmooth flow of an air-fuel mixture and exhaust gases without the valveface to obstruct the flow of an air-fuel mixture and exhaust gases.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 A two-way cylinder and a balanced-arm type connecting rod.

FIG. 2 A two-way cylinder and an oblique-arm type connecting rod in amodel of an engine using a double parallel guide rail platform.

FIG. 3 A two-way cylinder and two-way pistons using a single arm typeconnecting rod.

FIG. 4 A two-way and a single arm type connecting rod in a model of anengine using a single guide rail platform.

FIG. 5 A form of an engine with a one-shaft type two-way piston.

FIG. 6 A form of an engine with a 2-shaft type two-way piston.

FIG. 7 A form of an engine with a 4-shaft type two-way piston.

FIG. 8 The end of a connecting rod arm fitted with a ball sleeve.

FIG. 9 A guide rail platform used with a 2-cylinder engine, and a4-cylinder engine.

FIG. 10 A guide rail platform used with a parallel rail type 4-cylinderengine.

FIG. 11 A guide rail platform used with a single rail type 4-cylinderengine.

FIG. 12 A form of a 4-cylinder engine with two-way pistons using a guiderail platform.

FIG. 13 A form of the positioning of the piston of a 2-cylinder typetwo-way piston engine.

FIG. 14 A figure showing the detail of the cylinder head of an engine.

FIG. 15 A figure showing the detail of a 4-cylinder type two-way pistonengine using a single guide rail platform and a single connecting rodarm.

FIG. 16 A figure showing the detail of a 4-cylinder type two-way pistonengine using a single guide rail platform and a balanced connecting rodarm.

FIG. 17 A layout showing the position of the piston and the position ofthe ignition of a 2-cylinder type two-way piston engine.

FIG. 18 A layout showing the position of the piston and the position ofthe ignition of a 4-cylinder type two-way piston engine using a singleguide rail platform.

FIG. 19 A layout showing the position of the piston and the position ofthe ignition of a 4-cylinder type two-way piston engine using a doubleparallel guide rail platform.

DETAILED DISCLOSURE OF THE INVENTION

An object of the present invention is to allow the pistons to move in alinear motion only. The engine having 2-sided pistons (FIG. 1) in anopposite position or a two-way piston (FIG. 3) has space for chambers atthe head and the rear of the two-way piston which 2-sided pistonsjointed together by a connecting rod or a two-way piston to move in atwo-way cylinder (1) having a connecting rod which has an extending arm(hereinafter referred to as the connecting rod arm). The connecting rodarm (3) will transfer the power of the two pistons at a power stroke tothe shaft with various forms of power transmission as follows:

-   -   A.1 It is designed to provide the transmission of power to one        crankshaft only.    -   A.2 It is designed to provide the transmission of power to two        crankshafts.    -   A.3 It is designed to provide the transmission of power to four        crankshafts.    -   A.4 It is designed to provide the transmission of power to a        drive shaft by a guide rail platform.

-   A.1 A design providing the transmission of power to one crankshaft    by making a connecting rod arm (3) to be an axis for another    connecting rod (4) to fit together and the connecting rod (4) joins    a crank (5) by having a crankshaft (6) rotating horizontally    opposing the line of the two-way cylinder which is in a horizontal    direction (FIG. 5.1). The force derived from 2 pistons will be    transmitted to the connecting rod arm at both sides in an equal    amount thus causing the pistons to move in a balanced motion while    the cranks at both sides which are connected to the double    connecting rod arm can be designed to be light weight. The    crankshaft which is fitted transversely will be eccentrically at the    motion line of a connecting rod arm (7) and thus causing the    crankshaft movement to sustain reduced friction.

-   A.2 A design providing the transmission of power to 2 crankshafts by    making a connecting rod arm (3) to be an axis for another connecting    rod (4) to fit together and the connecting rods (4) join a crank (5)    by having crankshafts (6) rotating perpendicularly to the two-way    cylinder while the crankshafts are separated in such a way that each    crankshaft is at each side of the two-way cylinder along the    connecting rod arm (6) and have synchronous rotations at both    shafts.

-   A.3 A design providing the transmission of power to 4 crankshafts by    making a connecting rod arm (3) to be an axis for another two    connecting rods (4) to fit together and the connecting rod (4) joins    a crank (5) by having crankshafts (6) rotating perpendicularly to    the two-way cylinder while the crankshafts are separated in such a    way that two crankshafts are at each side along the connecting rod    arm (FIG. 7) and thus causing the 4 crankshafts to have synchronous    rotations in a balanced motion at all sides.

-   A.4 A design providing the transmission of power to a drive shaft by    a guide rail platform by making the end of the connecting rod arm    (3) to be a ball sleeve (FIG. 8). A transmission shaft (8) is    tightly fitted with a guide rail platform (9). The transmission    shaft is fitted parallel to the two-way cylinder whereas the    connecting rod arm at the side where it is constructed as a ball    sleeve is in the rail (10) of the guide rail platform (9) while the    connecting rod arm at another side is fitted to a small connecting    rod (FIG. 16) in a small two-way cylinder fitted laterally to the    two-way cylinder which functions as an engine oil pump. It does not    whether the connecting rod arm which is attached to the small    connecting rod in the small two-way cylinder is present or not. The    design to provide transmission to the drive shaft directly comprises    one two-way cylinder or more. For the purpose of balance, at least 2    two-way cylinders should be fitted in the same plane and their    clearance from both sides of the transmission shaft should be equal    and this number can be increased to 4 cylinders with the    transmission shaft being at the center surrounded by 4 two-way    cylinders. Each cylinder has an equal clearance from the    transmission shaft and forms an angle of 90 degrees, 180 degrees,    270 degrees and 360 degrees (FIG. 12). The end of the connecting rod    arm of each two-way cylinder is in the rail of the guide rail    platform with the pistons being placed alternately in each two-way    cylinder.    The operation of a linear motion piston is as follows:

Referring to FIG. 13, the piston 1 is at the highest position, movingdown to perform the intake stroke of the piston 1. When moving towardsthe lowest position, it ascends to perform the compression stroke andperforms the power stroke when ascending to the highest position togenerate power and descends to the lowest position and then ascends toperform the exhaust stroke. At the highest position, a new cycle begins.The movement to the highest and lowest positions also produces an effecton piston 2 on the opposite direction.

The ignition of piston 1 and piston 2 should be determined in successivepositions. That is to say, after the piston 1 is at the highest ignitionposition when it descends, it means piston 2 begins to ascend. When thepiston 1 is at the lowest position, the piston 2 is at the highestignition position.

With the above principle, designs A.1, A.2, A.3 can work even with 1two-way cylinder. If continuous operations and balance are required,there should be 2 or more two-way cylinders.

Regarding design A.4, there should be at least 2 two-way cylinders forbalanced operations and 4 two-way cylinders for balanced and continuousoperations.

The Operation of the New Piston is as Follows:

The cylinder head is constructed as 2 layers with a spherical rotorblade (FIG. 14.5) rotating between the upper cylinder head (FIG. 14.2)and the lower cylinder head (FIG. 14.3). The lower cylinder head (FIG.14.1) is perforated with 2 ports whereby the two ports are on thehemisphere of the cylinder head sphere (FIG. 14.1). An intake port (12)and an exhaust port (11) of the upper cylinder head in contact with therotor blade (FIG. 14.2) are provided with a seal (11) to prevent leakagepressure around both ports. The middle of the top of the lower cylinderhead (FIG. 14.2) is constructed with an edge in high relief (14) with aport for a spark plug (15) while the high-relief edge is the core for arotor blade. The rotor blade is of a circular nature with its outermostedge having gear teeth (18) to which a seal (19) is fitted to preventleakage pressure at both sides of the rotor blade. The middle of therotor blade is perforated with a hole having a size equal to the widthof the high-relief edge of the lower cylinder head. The inner edge ofthe rotor blade is fitted with ball bearings (20) to reduce friction anda seal (21) prevent leakage pressure is fitted to the edge of ballbearings at both sides of the rotor blade. There is one port (22)perforated between the inner and outer sides of the leakage pressureprevention seal (FIG. 14.5). The lower cylinder head (FIG. 14.3) incontact with the rotor blade is perforated with an intake port and anexhaust port (FIG. 14.3) which is similar to the lower cylinder head andin the corresponding position. The edges of the intake port and exhaustport are fitted with a seal (13) to prevent leakage pressure. The upperpart of the upper cylinder head is perforated to receive an intake port(17) and an exhaust port (16). The middle of the upper cylinder head isperforated with a hole having a size equal to the width of thehigh-relief edge of the lower cylinder head (FIG. 14.4).

When the lower cylinder head and the upper cylinder head have beenassembled already, there is a space exactly fit the width of the rotorblade. The rotation between the rotor blade and gears (23) in designsA.1, A.2, A.3 has a gear ratio of 1:2. For design A.4, the gearingratios are different between the fitting of 2 two-way cylinders whichhas a gear ratio similar to design A.1, A.2, A.3 and the fitting of 4two-way cylinders which has a gear ratio of 1:1. The opening and closingof the flow of an air-fuel mixture and exhaust gases use a reducednumber of parts and facilitate a better flow of an air-fuel mixture andexhaust gases. In operation, the parts of the rotor blade requires nospecial lubrication.

Operation of an Overall Engine

The design A.1 engine operate with only one two-way cylinder. Ifcontinuous power is required, 2 or more two-way cylinders should be usedby fitting parallel and placing the pistons of each cylinder as per FIG.13.1, FIG. 13.2.

-   FIG. 17.1, 17.3 Cycle A Pistons (1), (4) ascend to the highest    positions Pistons (2), (3) descend to the lowest positions-   FIG. 17.2, 17.4 Cycle B Pistons (2), (3) ascend to the highest    positions Pistons (1), (4) descend to the lowest positions-   FIG. 17.5, 17.7 Cycle A Pistons (1), (3) ascend to the highest    positions Pistons (2), (4) descend to the lowest positions-   FIG. 17.6, 17.8 Cycle B Pistons (2), (4) ascend to the highest    positions Pistons (1), (3) descend to the lowest positions-   FIG. 17.1 Piston (1) is at the ignition position.-   FIG. 17.2 Piston (2) is at the ignition position.-   FIG. 17.3 Piston (4) is at the ignition position.-   FIG. 17.4 Piston (3) is at the ignition position.-   FIG. 17.5 Piston (1) is at the ignition position.-   FIG. 17.6 Piston (2) is at the ignition position.-   FIG. 17.7 Piston (3) is at the ignition position.-   FIG. 17.8 Piston (4) is at the ignition position.

The operation of the design A.1 engine which is a two-way cylinder typeis one ignition per each cycle when the piston ascends to the highestposition and descends to the lowest position and thus producingcontinuous torque down to the crankshaft. In fitting the crankshaft inthe design A.1 engine, the center of the crankshaft with the motion lineof the connecting rod arm should not exceed 45 degrees from the line ofthe two-way cylinder.

The design A.2 engine operates in the same manner as the design A.1engine in all respects except the transmission of power to thecrankshafts where there are 2 crankshafts perpendicular to the line ofthe two-way cylinder while the left crankshaft and the right crankshaftrotate synchronously.

The design A.3 engine operates in the same manner as the design A.2engine in all respects including the transmission of power to thecrankshafts. However, there is an additional crankshaft present at eachside whereby the 4 crankshafts rotate simultaneously and synchronously.

The design A.4 engine which has 2 two-way cylinders operates in the samemanner as the engines of designs A.1, A.2, A.3 in all respects.

The design A.4 engine which has 4 two-way single rail type cylinderoperates as follows: (FIG. 18).

-   FIG. 18 Cycle A Pistons (1), (2) ascend to the highest point.    Pistons (5), (6) descend to the lowest point. Pistons (7), (8)    ascend to the highest point Pistons (3), (4) descend to the lowest    point.    -   Cycle B Pistons (5), (6) ascend to the highest point Pistons        (1), (2) descend to the lowest point. Pistons (3), (4) ascend to        the highest point. Pistons (7), (8) descend to the lowest point.-   FIG. 18.1 This causes piston (1) and piston (7) to be at the    ignition position in cycle A.-   FIG. 18.2 This causes piston (5) and piston (3) to be at the    ignition position in cycle B.-   FIG. 18.3 This causes piston (2) and piston (8) to be at the    ignition position in cycle A.-   FIG. 18.4 This causes piston (6) and piston (4) to be at the    ignition position in cycle B.

The operation of the design A.4 engine which has 4 two-way single railtype cylinders is that in cycle A, each time there is ignition at twopistons in the opposite direction and in cycle B, each time there isignition at two pistons in the opposite direction. This results in onerotation of the transmission shaft with 8 times of ignition from 4two-way cylinders. The power obtained from the engine has continual hightorque with reduced vibration.

The design A.4 engine which has 4 two-way double parallel rail typecylinders operates as follows:

-   FIG. 19 Cycle A Pistons (4), (7) ascend to the highest point Pistons    (8), (3) descend to the lowest point. Pistons (1), (2), (5), (6) are    at the middle    -   Cycle B Pistons (1), (6) ascend to the highest point Pistons        (5), (2) descend to the lowest point. Pistons (3), (4), (7), (8)        are at the middle    -   Cycle C Pistons (3), (8) ascend to the highest point. Pistons        (7), (4) descend to the lowest point. Pistons (1), (2), (5), (6)        are at the middle    -   Cycle D Pistons (2), (5) ascend to the highest point. Pistons        (6), (1) descend to the lowest point. Pistons (3), (4), (7), (8)        are at the middle-   FIG. 19.1 The piston (4) is set to be at the ignition position in    cycle A.-   FIG. 19.2 The piston (6) is set to be at the ignition position in    cycle B.-   FIG. 19.3 The piston (8) is set to be at the ignition position in    cycle C.-   FIG. 19.4 The piston (2) is set to be at the ignition position in    cycle D.-   FIG. 19.5 The piston (7) is set to be at the ignition position in    cycle A.-   FIG. 19.6 The piston (1) is set to be at the ignition position in    cycle B.-   FIG. 19.7 The piston (3) is set to be at the ignition position in    cycle C.-   FIG. 19.8 The piston (5) is set to be at the ignition position in    cycle D.

The operation of the design A.4 engine which is of 4 parallel rail typecylinders is that in every cycle A, cycle B, cycle C, cycle D, each timethere is one piston provides ignition and in one rotation of the shaft,there are 4 times of ignition and the piston will complete its operationcycle when the shaft rotates two turns in the same manner as a general4-stroke engine. The torque derived from the parallel-rail type engineof design A.4 provides continuous power at every 90 degrees of therotation of the transmission shaft.

The transmission of power to the shaft in the design A.4 engine whichhas 2 cylinders is through a connecting rod arm to a guide rail platformwhich is fixedly attached to the transmission shaft. The rails in theguide rail platform of the design A.4 engine which has 2 cylinders areof a rail type, one is fitted at the highest position and one is fittedat the lowest position in the opposite direction on the platform. Therails are inclined from the highest position to the lowest position andfrom the lowest position to the highest position in one cycle of theguide rail platform (FIG. 9).

Referring to the guide rail platform of the design A.4 engine which has4 cylinders, the rails in the guide rail platform can have variousembodiments. For example:

-   -   A single rail having two points for the highest positions and        two points for the lowest positions on the same guide rail        platform. The highest positions are opposite to each other and        the lowest positions are opposite to each other. The highest        position forms an angle of 90 degrees and 270 degrees with the        center of the guide rail platform.    -   The lowest position forms an angle of 180 degrees and 360        degrees with the center of the guide rail platform.    -   Parallel rails having a form similar to the design A.4 engine        which has 2 cylinders. The rails are parallel along the same        platform and the position for placing two-way cylinders is        similar to the design A.4 engine which has 4 single-rail type        cylinders (FIG. 10)

The disclosed two-way engine can operate as a two-stroke engine withsuitable ports and this two-way engine can perfectly operate as afour-stroke diesel engine.

Any other modifications can be performed to the engine by any personskilled in the pertinent art or science without departing from the scopeand objects of the present invention as stated in the claims.

BEST MODE OF THE INVENTION

As described in the heading of the full disclosure of an engineinvention.

1. Apparatus for controlling flow of air-fuel mixture to and exhaustgases from a combustion chamber of an internal combustion engine, theengine having a cylinder and a piston reciprocally traveling in thecylinder, said apparatus comprising: a cylinder head of said cylinder;said cylinder head having an outer wall and an inner wall defining aspace therebetween: a single rotor filling said space between said innerand outer walls and rotatable in said space around a center of therotor; said outer wall having a first port for intake of air-fuelmixture and a second port for outflow of exhaust gases; said inner wallhaving first and second ports aligned with said ports in the outer wall;said first and second ports in said outer wall being disposed at equaldistances from the center of the rotor; said first and second ports insaid inner wall being disposed at equal distances from the center of therotor in correspondence and alignment with said first and second portsin said outer wall; said rotor having first and second openings at equaldistances from the center of the rotor which selectively provide directcommunication via said openings between said first and second ports inthe outer wall and said first and second ports in said inner wall assaid rotor rotates, and means for rotating said rotor in synchronismwith travel of the piston in the engine so that said openings in saidrotor and said ports in the inner wall of the cylinder head communicatewith the ports in the outer wall of the cylinder head in correspondencewith intake, compression, power and exhaust strokes of the engine,wherein said openings in the rotor are circular and the ports in theinner and the outer walls are curved slots.
 2. The apparatus of claim 1,further comprising seals around the slots and the rotor between therotor and said inner and outer walls.
 3. The apparatus of claim 1,wherein said rotor has a periphery extending outside said cylinder headformed with a gear thereat.
 4. The apparatus of claim 3, wherein saidgear at said periphery of the rotor is in mesh with a drive gear.
 5. Theapparatus of claim 1 wherein said inner and outer walls have circularoutlines and said curved slots in said inner and outer walls arerespectively disposed in one half of the circular outlines.
 6. Theapparatus of claim 1 wherein said openings in said rotor are at adistance from the center of the rotor to overlap said slots duringrotation of said rotor.
 7. Apparatus for controlling flow of air-fuelmixture to and exhaust gases from a combustion chamber of an internalcombustion engine, the engine having a cylinder and a pistonreciprocally traveling in the cylinder, said apparatus comprising: acylinder head of said cylinder; said cylinder head having an outer walland an inner wall defining a space therebetween; a single rotor fillingsaid space between said inner and outer walls and rotatable in saidspace around a center of the rotor; said outer wall having a first portfor intake of air-fuel mixture and a second port for outflow of exhaustgases; said inner wall having first and second ports aligned with saidports in the outer wall; said first and second ports in said outer wallbeing disposed at equal distances from the center of the rotor; saidfirst and second ports in said inner wall being disposed at equaldistances from the center of the rotor in correspondence and alignmentwith said first and second ports in said outer wall; said rotor havingfirst and second openings at equal distances from the center of therotor which selectively provide direct communication via said openingsbetween said first and second ports in the outer wall and said first andsecond ports in said inner wall as said rotor rotates, means forrotating said rotor in synchronism with travel of the piston in theengine so that said openings in said rotor and said ports in the innerwall of the cylinder head communicate with the ports in the outer wallof the cylinder head in correspondence with intake, compression, powerand exhaust strokes of the engine, and a ball bearing on said rotor,said rotor having a central opening at which said ball bearing isdisposed.
 8. The apparatus of claim 7 wherein said inner wall has a highrelief edge on which said rotor is rotatedly mounted via said ballbearing.
 9. Apparatus for controlling flow of air-fuel mixture to andexhaust gases from a combustion chamber of an internal combustionengine, the engine having a cylinder and a piston reciprocally travelingin the cylinder, said apparatus comprising: a cylinder head of saidcylinder; said cylinder head having an outer wall and an inner walldefining a space therebetween; a rotor filling said space between saidinner and outer walls and rotatable in said space; said outer wallhaving a first port for intake of air-fuel mixture and a second port foroutflow of exhaust gases; said inner wall having first and second portsaligned with said ports in the outer wall; said rotor having first andsecond openings each of which selectively provides communication betweensaid first and second ports in the outer wall and said first and secondports in said inner wall as said rotor rotates, and means for rotatingsaid rotor in synchronism with travel of the piston in the engine sothat said openings in said rotor and said ports in said inner wall ofthe cylinder head communicate with the ports in the outer wall of thecylinder head in correspondence with intake, compression, power andexhaust strokes of the engine, said means for rotating said rotorcomprising an arm connected to a connecting rod of the piston to travelwith the piston as the piston reciprocally travels in the cylinder, aguide engaging said arm to undergo rotation as the arm reciprocallytravels with the piston and a drive gear driven in rotation by saidguide, said rotor being formed with an external gear thereon in meshwith said drive gear for being driven in rotation with said drive gearand thereby in synchronism with reciprocal travel of said piston. 10.The apparatus of claim 9, wherein said ports in the inner and outerwalls are curved slots and the openings in the rotor are circularopenings.
 11. The apparatus of claim 10, further comprising seals aroundthe openings in the rotor between the rotor and said inner and outerwalls.
 12. The apparatus of claim 10 wherein said curved slots in theinner and outer walls are concentric and are aligned with one another.13. The apparatus of claim 10 wherein said arm has an end formed as aball sleeve which is engaged with said guide to produce rotation of saidguide as said piston and said arm undergo reciprocal travel.
 14. Theapparatus of claim 13 comprising a transmission shaft connecting saidguide to said drive gear.
 15. The apparatus of claim 9, wherein saidrotor has a periphery extending outside said cylinder head formed withsaid gear thereat.
 16. The apparatus of claim 15, wherein said gear atsaid periphery of the rotor is in mesh with said drive gear.
 17. Theapparatus of claim 9 wherein said engine has a second piston connectedto the connecting rod at an end opposite the first said piston to form adual piston arrangement in said cylinder.
 18. The apparatus of claim 9wherein said arm extends laterally from the connecting rod.